Category: Flying

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Lesson 15 today, Unusual and Dangerous Attitudes

Another nice day to fly, a bit bumpy and a little breezy at times, but not as bad as it has been.

After a briefing on what happens to the aeroplane when in certain scenarios and asking some questioning of me as to what is the danger of and how to recover from each of the following: climbing to steeply e.g. above 45 degrees, descending at angles greater than 45 degrees, banking at more than 60 degrees and a combination of all of the above, all demonstrated with the aid of a model aeroplane we set off to experience this first-hand.

After the “all canopies down” call Pat taxied out to runway 06 and I followed. We lined up and took off without due delay as the parachute plane was also lining up to take off, but on a different runway.

We climbed out to the NNE and to a height of 3,000ft, having left the circuit and flown away Mike took the controls to demonstrate the first of the manoeuvres, however before we started he said if at any point I start to feel unwell to let him know! How very reassuring this is to someone who doesn’t travel very well!

Mike showed each of the manoeuvres and the corresponding recoveries, the only manoeuvre that made me feel a bit odd was the recovery from a steep descent, which you can feel the G force being excreted on your face. This attitude also gives the most disconcerting of all views, 45 degrees may not sound a lot, but when you are staring at the ground and it is rushing towards you at an ever increasing speed, it is!

Next Mike put the aeroplane in to each of the attitudes and asked me to recover from them, the only one which gave me a slight problem was the steep ascent, the recovery is easy enough, nose down and full power together until the nose is level with the horizon, however a few times I let it go passed the horizon before levelling out. Other than this I think the exercise today is really about experiencing these attitudes and the recovery of them to help ensure you don’t find yourself in the situation, but if you do it arms you with what you need to know to safely recover.

To help remember what to do if the nose is above the horizon power on, if it’s below the horizon power off. Correct the attitude before rolling the wings level if one has dropped.

There was just time to fly a circuit or three before the end of the lesson so I flew us back and we joined base leg 06, which is one of the smaller runways. My first attempt had us down with a bit of a bump so power on and around I went, my next attempt was still worse I had come in to low and was on a very shallow approach and again needed to go around, this time the approach was much better and so was the landing although I did bounce twice, they were small and we were down, on the roll after landing Mike asked where the stick was and I instantly knew I had not brought it all the way back! Mike explained that is why we bounced, as he has done before but for some reason I just stop moving the stick back (see my other blog entries).

But none the less another enjoyable days flying.

Mike mentioned my next lesson is going to be 16 forced landings!

C42A

 

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Solo outside the circuit. Today the flying conditions were good!

Today the flying conditions were good and this was confirmed by the fact that the numbers of available car parking spaces at the club were limited! As I parked up I saw a couple of aeroplanes I did not recognised taxiing up towards the clubhouse and I saw Simon busy refuelling after his lesson.

A number of people where stood in the hangar looking at a steam engine Pat had built, it is indeed a fine piece of engineering.

As I went around to the club house Mike was in deep conversation with someone I had not seen before, so I went into the clubhouse and it was just as busy inside. As I walked in I was offered a cup of tea, which I gratefully accepted. I stood talking with one of the people who had just arrived in a Zenair CH70 Microlight, the other aeroplane was a Skyranger Swift also a Microlight.

It was soon time for me to check out the aeroplane before my lesson, all was ok with it and Simon had kindly filled passed the 30ltr mark by 3 or 4 litres. It is something Simon and I need to get better at as I did the same after my lesson by only by around 2 ltrs.

Back in the clubhouse Mike outlined today’s lesson which was a quick circuit or 2 and then I was to fly out to the drains and practice flying on my own, keeping the aeroplane on a chosen heading and height to be decided in advance by myself, the reason it was to be chosen in advance was to ensure I practiced accurate turns and controlling the height.

We flew the circuit without Mike telling me the turning points and I landed ok unsure if I was to do a second circuit or not I asked Mike just after touchdown and thought he had said yes, so I put the power on, but he soon corrected me and I throttled back and taxied back to the club house.

It was now time for me to do my first full solo including leaving the circuit fly around and finding my own way back to the airfield. One thing that always plays on my mind, is how I can be sure if all the parachutists are down before landing as I often don’t hear the “all canopies down” call, Mike gave me some pointers i.e. if the parachute plane is sat in the middle of the runway they are not down however if its parked then they most likely are, but added if I was unsure then radio and ask.

So I was now in the aeroplane alone and was waiting for the parachutes to descend before myself and 3 other aeroplanes could taxi out and take off. The first two went and I was next as the 4th had only just started up, I taxied out to runway 24 and took off, I climbed up to 2,000ft and turned to the east and flew out to the drains. Far beneath me at circuit height and to my left were Mick and Thomas who were flying along the drains also. I flew up towards where the drains narrow at Downham Market and turned around and flew back down the other side, then as I got nearer I looked out to try and find Chatteris airfield, having spotted where it was I turned and flew the route again, but this time at 3,000ft and then a descending turn and continued descent  back down to 2,000ft, I did this a few times and was tempted to take a few pictures, but thought better of this on my first solo outside of the circuit!

Time was soon up and I flew back down the drains, turned towards Chatteris and descended to 700ft, circuit height, were the parachutists up or down!? As luck would have it I saw their aeroplane climbing out so I knew it was safe, I carried out my normal checks and saw another Microlight on the taxiway. I made my joining call and Mick in the other Microlight call that he was lining up for immediate departure and was gone long before I turned on to final. I made my final call and lined up with the runway, which I then needed to correct. As I came into land I held the aeroplane above the runway trying to keep it flying as we are taught and it seemed to hang or rise slightly for a split second before a very gentle touch down, probably the second most gentle I have done, and I felt very pleased with the landing. As I continued down the runway the nose came off the ground a couple of time which I had not experienced before and I meant to ask Mike about, I assumed it was a combination of the lighter weight, full flaps being on and the wind. However on my return to the clubhouse I was asked “how was it?” and I said it was good “and the Landing?” I said it was good too, the approach could have been better lined up, but the landing I was pleased with, I asked why and Katie said it look as if I had bounced, which I hadn’t, maybe the wind caused it to balloon slightly, but if so from in the cockpit it did not seem so. I wanted to discuss this with Mike, however he was in deep conversation, we did discuss it briefly after and he said if it balloons I should go around.

I have relived the landing a number of times and to me I can still not explain what they saw from the clubhouse as for me in the cockpit it seemed a good landing! Thus I left feeling puzzled and confused.

On another and lighter note a friend who reads this blog sent me some stuff and it was taped to the card pictured below which summarises my learning to fly through his eyes!

Plane goes here, relating to not getting it in the middle of the runway; Compass with the wrong points, to me having miss read it; windsock to all the gusty wind; the parachutist, my concern over knowing where they are; Left and right the wrong way around, I haven’t worked out, maybe he is confused! and lastly tea and cake he believes is the real reason I go flying!

I think it’s a fair summary of all the issues i have faced!

I try to give the real feeling I have and not the “haven’t I done well” approach some blogs take.

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I’m leaving the circuit!

Another fun day to fly with variable and gusty wind and some light rain too!

Today was too windy to go solo and we were back on my least favourite runway used so far 21 (see previously posted the curse of the trees here ). Today’s lesson was mainly about leaving and rejoining the circuit, after taking off on 21 we climbed to 1,300ft, about 200ft below the cloud base and then turned towards Ely which we could see in the distance. I flew out to the drains and then turned through 180 degrees and came back towards Chatteris airfield, I knew it was ahead of me, but I could not see it at first. As we approached it Mike asked how I planned to rejoin the circuit for 21, my plan was to fly to the left and then come around and join on downwind, Mike had a better idea carry straight on and join on base leg, so long as I was down to circuit height before joining. I throttled back to 3,000 rpm and descended to 700ft, there was a lot of turbulence probably the most I have experienced in the microlight to date, I made the radio call to say we were joining base leg and proceeded to land. My approach was a little low so I added more power and came in well clear of the trees, in fact to high and a I rounded out to high also, so power on and around we went. We just flew the circuit this time and my landing was better, but not good so around we went again and this time it was acceptable. After climbing back up to 1,300ft we headed towards Ely once more and then back to the airfield, the weather was getting worse now with stronger gusts!  I spotted the airfield a little sooner this time and flew us back for a touch and go, the approach was quite good this time as was the round out, but then the aeroplane suddenly went up, thinking I must have ballooned I put the power on and went around, puzzled I asked Mike what I had done wrong, but for once it was not me, but a gust of wind that blew at an inopportune moment. We went back out towards Ely once again and as soon as I had turned back towards the airfield I spotted it, I think I must be getting used to seeing it, I flew us back for the last time and made probably my best landing of the day in what has to be the most challenging conditions I have flown in to date.

Shortly after I had refuelled  the aeroplane Simon arrived for his lesson, sporting his newly acquired headset, a nice pair of DC 10-13XL’s, he is just starting on circuits and made a couple of 50ft passes over the longer wider runway 19, however the weather continued to deteriorate and his lesson was cut short. Simon also has a share in the C42 so needed to refuel it after his lesson, he got his new Jerry can out and this is when we found out not all jerry cans are made equal, unfortunately his has a breather tube that restricts the opening to the point where we could not get the pipe from the pump in. Thus it’s worth checking this before buying a can, they should also have a UN number stamped on them. My Wavian Jerry can seems a good choice and Simon is now going to get the same.

Over flying Runway 19

Time for some tea and cake back in the club house!

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Finding my way in navigation!

Not a good start to the day as far as flying goes; I normally book my lessons for 14:00 and was about to leave home at around 12:50 when I got a call from Mike. I assumed he must need to move my lesson for some reason, however on answering the call Mike ask if everything was OK, to which I replied “yes everything is fine, I’m just leaving now, I will be with you before 14:00”, the reply was, “I have you booked in for 12:00”. Sh*t, I thought and quickly checked my calendar, no  I have it written down as 14:00, then I checked the on-line system and as normal Mike is right and I’m wrong. Luckily for me Mike and AAA Microlights are very accommodating and by moving a few people around a little he found time to squeeze me in. Thanks Mike and apologies to all impacted.

Today’s lesson the first following my solo was navigation, I pulled out my map which had a route plotted on it from some time ago and Mike thought it was a good route to fly, but we were going to fly it in the opposite direction. Mike had me add the headings and 5nm lines on each leg counting back from each waypoint. I then added a wind arrow to the map and for this flight as the wind was light we made an approximation for the headings and time to fly each leg.

I had checked the aeroplane beforehand so we were ready to go, after starting up the parachute aeroplane called “Clear Drop” with gives around 5 mins before the first parachutists will be on the ground. Our engine was not even up to temperature for the power check, so we taxied away from the club house and waited for the engine to warm up and the parachutists to all come down. A while later we got the radio call “All Canopies Down” so we made our way over to Runway 06, not one I have used much, in fact I think this was only the second time.  Up we went and made a climbing turn to the right on to crosswind leg and then another on to downwind, just as if we were going to do a circuit, but we continued to climb until we reached a chosen height of 3,000ft. I spotted our first point on the map, a roundabout not far from the airfield so from here we changed direction to a heading of 230° towards our waypoint of Kimbolton and noted the time. At around the halfway point Mike asked what could I see and I saw an airport to my left which was Wyton and, after a little prompting, another airport to my right which was Peterborough, ahead was a third airport Alconbury which we flew over; this was re assuring as it meant I was on track. Next was the A1M, A14, A1 junction to my right and in the distance was Grafham Water, about 2nm to the right would be our turning point, Kimbolton Airfield. It appears that spotting little airfields from 3,000ft needs a little practice! I finally spotted it and we turned on to the next leg with a heading of 120° and a new waypoint of Main Hall. As we flew this short leg I called out the things I could see and tried to relate them to the map. As we approached Main Hall, going by the time flown, Mike asked if I could see it and I could not, we must have been over it and Mike suggested we orbit while I look for it, but even with Mike telling me where it was I could not see it! A needle in a haystack comes to mind. Then all of a sudden I can make out the grass strip from the surrounding grass fields! Note to self; on any solo navigations pick something easier to see and check it out on Google earth first!

Main Hall

Form here we turned on to 030° to get back to Chatteris. All the time on each leg I had to make corrections to both height and direction and every time I looked for a land mark I changed one or the other!

My first big error would have been, if Mike was not next to me, a simple one of misreading the compass, I was little disorientated from orbiting, else it would have been a simple turn to the left (it’s the only excuse I have!), but I knew I needed to set a heading of 030° so as the compass clearly has 30 marked on it, no problem, Mike asks do I really want 30? I look at the map and saw it said 25 so I said, no 25, then Mike pointed out my school boy error 30 and 25 on the compass are 300° and 250° I wanted 3 on the compass 30°.

Now with the correct heading we flew back to Chatteris and on the way we done some more landmark spotting and again it took me a long time to find one, Sutton Meadows airfield, which Mike pointed out so easily. I guess or at least I hope the more you fly the easier it gets to spot these things, as I did spot Chatteris airfield OK. Here stated yet more issues for me and I guess one of the main points of the lesson which was correctly joining the circuit.

So we were now flying at 3,000ft on a heading of 060° and needed to descend and turn to join the circuit on Base leg which we did, however before this I got confused and found myself thinking if we took off on 06 we need to land in the opposite direction i.e. 24!  I know this is wrong, but in my confused state it made sense to me! Mike needless to say corrected me and we joined left base for 06. With little or no wind the approach was faster and I rounded out and then stopped the round out and bounced, I put power on and went around the next time I was more composed and made an OK landing and taxied back to the club house for a much needed cup of tea.

As I was last to use the aeroplane and now have a share in it I needed to wash it before putting it away.

Just before washing it Frank was coming back in his Flexwing which provided me with something to take pictures of for this post!

I really enjoy my first navigation exercise, but it has also served to remind me just how much more I need to learn and how much more practice is needed before it becomes second nature.

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First Solo after more circuits and practice engine failures

I took a day off work today to have a double lesson of circuits, I took the day off as the parachute club doesn’t normally operate on a Monday, thus allowing me to get more circuits in, so making best use of my time and money. The first hour went OK, some good landings, some not so good, but I was gradually improving over the duration of the lesson. The hour was soon up and we returned to the clubhouse for lunch; Katie took a new guy up for a trail lesson and I took some pictures of Hazel doing circuits in her Thruster.

Lunch was soon over and Katie was back from giving the trial lesson and it was time for Mike and I to continue my lesson. After a couple of circuits on the climb out Mike shut the throttle and I immediately got the nose down and selected a nice black field to land in. I was pleased I reacted to the simulated engine failure, but Mike did point out my selection of landing site was not the best and to always aim for a field with a crop in where possible as a newly ploughed fields will stop the aeroplane quick and possible flip it over. Full power on and turning climb back up to circuit height. The landing was quite good for me, especially as it was yet another windy day! On the next circuit we had another simulated engine failure just as I turned on to downwind leg. Again I got the noes down and turned into wind and this time selected a green field! We climbed back up to circuit height and again my landing was not bad for me! On the next circuit Mike had another test for me, this time just before we turned on to base leg Mike said “right there’s an aeroplane on the runway about to take off, what should we do?” I said and apparently it was correct that we should extent the downwind leg to give them time to take off and that’s what we did. On turning on to final I kept the power on until we were nearer the runway and flew yet another OK approach and landing, apparently Mike wanted to check I would keep the power on as needed and I had passed this test too.

We taxied back to the club house and I felt quite pleased with my efforts, but the day was not over! Once back Mike asked if I wanted to do my maiden solo flight and I nervously agreed, well I think it was nerves, in hindsight I think it was a mix of many emotions ranging from excitement to trepidation as I filled with both self-confidence and self-doubt. Mike gave me a chat to re assure me and reminded me to go around if needed. Mike left the aeroplane and I commenced the start-up checks, I radioed my intent to taxi to runway 19 and commenced taxiing, I back tracked 19 and lined up for take-off and it somehow felt normal and all my nerves had gone. Another radio call stating taking off on 19 and away I went. 500ft fuel pump off (no flaps were needed for the take-off), the climb out was a lot quicker, as Mike said it would be and I found myself going straight through the 700ft circuit height, so I reduced the power and descended back to circuit height and turned onto crosswind, all seemed to be going to plan now. I saw my turning point and turned onto downwind, I carried out my checks, switched the fuel pump on and made my downwind call.  I turned onto base leg at circuit height and checked the runway and approach were both clear, as I came up to my turning point onto final I took the power off and put a stage of flap on and turned on to final, I then added a second stage of flap and saw I was going to be short, so I put some power on and continued. I won’t lie my landing was not the best of the day, but it was OK and I was down without breaking the aeroplane or killing myself! Like a mad man I had been talking to myself all the way around just as I do when Mike is actually sitting beside me, I guess its force of habit!

Back in the clubhouse I was surprised that it had taken 15 minutes, it seemed no longer then 2 or 3 to me. Everyone congratulated me and Pete added that I had done well especially given the wind conditions. I felt totally shattered and immensely satisfied of my achievement and indebted to Mike for his tuition and support from Katie and the other club members.

So a major milestone achieved, but I still have a long way to go.

Me looking smug after my first solo
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Round and round we go, not in the circuit but advanced turning

Simon and I went over for our lessons together and only just made it there in time due to cars queuing after leaving the car boot sale down the road, note to self to leave a little earlier in future!

On arrival Pete very kindly made us a cup of tea and Simon discussed the lesson he was about to have, “EX 10b – Stalling” with Mike. Pat and Katie went for a fly in Pat’s C42 and shortly after Mike and Simon set off too.

On their return more tea was drunk and Mike produced a large Panettone cake and cut Katie a large slice which she somehow ate!!!

Today, by way of a change and mainly due to the wind direction and gusts we didn’t do circuits in my lesson, I would like to say it was due to me having become proficient in landings, but I’m not there yet! Instead we did “Advanced turning (up to 60° bank angle) – To carry out a coordinated level turn at steep angles of bank and to recognise and recover from a spiral dive” this was both new and fun for me!

We left on runway 24, which was a relief as 29 had been being used, it’s not too bad for taking off, but not the best runway for landing on when you are still learning as it is shorter, narrower and you come in over some power lines. We climbed up to 3,500 feet as we wanted the calm air above the inversion layer, with Peterborough visible in the near distance Mike demonstrated the 45 degree turn and then let me have a go. The 45 degree turn is much like any other turn except you need a bit more back pressure and you need to up the revs a little. I found turning anti clockwise I was losing height and when turning clockwise I was gaining height, this Mike explained, is a common error and is caused by using the nose as a point of reference to the horizon and not where the horizon was on the windscreen, I then tried again and it was much better. Next came the 60 degree turns, wow you can really feel the G force in these turns pulling on your face, its only around 2 G, but you feel it none the less. In these turns it’s principally the same as the 45 degree turns, but it takes more power and considerably more back pressure. On my first attempt I let the nose drop and nearly entered a spiral dive, which is the next part of the lesson! The next attempt went better and on coming out of the turn we felt a bump, which is a good thing, it means we have hit our own wake turbulence meaning we had done a full 360 turn and remained at the correct height.

Next came the spiral dive, this is when you do a 60 degree (or steep) turn and let the nose drop causing the speed to build to dangerous levels, the normal reaction to this is to pull the stick back to reduce the angle of attack and reduce speed, but as you are in a steep turn doing so just tightens the turn and makes it more violent, or at least that was how I perceived it. Mike explained what we need to do is, take the power off and roll the wings level, as the aeroplane levels the nose comes up and at this point we apply full power and climb back to our designated height.

This concluded the lesson, but next was to find the airfield, not a clue had I! What could I see? a town with a prison and railway, well that as it turns out is March, and a gentle turn I spotted Ely cathedral in the distance and the drain below us, from here I knew where we were and flew us back and we joined downwind for runway 24. On final it was a bit hairy with the gusts and I was bit all over the place, but the flare and touch down was quite good especially given the conditions, the only issue I had was Mike telling me to move the stick to the right, well apart from when you are side slipping you move the stick and rudder in the same direction, which I did in an almost automatic fashion and then found we were steering off the runway and I needed to correct it. I was that surprised at my landing in these conditions I found myself asking Mike if he had assisted, but apparently it was all my own work.

 

Mike and I put the C42 in the hanger and returned to the club house for a cup of tea!

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Runway 21 and the curse of the trees!

There was no flying last week due to the wind, however I went to the club anyway and I took some hooks with me which Katie and I fitted to the cupboard that Pat had built for our Group’s aeroplane, so there was not much to blog about.

Before today most of my circuit training has been on runway 24 which is nice and long and wide, but today the wind and mud dictated we use runway 21. It was also yet another windy and gusty day, you can tell when it’s not a great day to fly when you arrive and see all the aeroplanes are safely in the hanger and there are lots of places left to park!

It had only been two weeks since my last lesson, but on the first circuit I had managed to forget just about everything, climb attitude, letting the nose drop in the turns and as for the touch and go, well I was so preoccupied by the sight of the trees on the threshold and missing them I came in way to high and ended up powering on and going around, the next attempt wasn’t much better to the point that Mike flew the next approached and showed me how easy it could be even in these trick conditions!

As you come in over the trees the wind shear means you drop a lot of height quickly, or maybe it was just the way the wind was, either way if the approach looked good way out it was actually to low! My third and fourth circuit were OK, not as good as Mike’s, but then he is the instructor. On what should have been my last landing I seem to have re calibrated  my internal altimeter by around 15ft and we were forced to go around again as I rounded out to high. My actual last landing (the extra one) was OK, not the best of the day, but it was OK.

On taxiing back I mentioned to Mike that I have trouble remembering which runway is what and he suggested I walk the runways, when we got back in the clubhouse he volunteered Katie to take me around the airfield. It was interesting to walk the runways and Katie knows the history of them too, but I’m not sure it has helped me to remember them, however it did show me how wet and muddy they are currently, I think I may now have trench foot!

Approach

I now have a 1/8 share in the training aeroplane so after Simon returned I offered to wash it for the first time and I could not believe the amount of mud on the underside and tail plane, roll on the summer, but then it will be bug season and I assume they are more sticky to get off then the mud!

One last thing to mention is the strobe is back on the aeroplane and working just fine thanks to a team effort, I fixed the electronics, Pat machined out the aluminium tube and fitted it and Mike glued the bits together and refitted it to the aeroplane, total cost of the repair was around £12 compared to a new strobe at £85.

So in conclusion, not as good as my last lesson, but the conditions were a lot trickier; I feel I’m making progress, but not as fast as I would have liked.

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Let them eat cake, oh and a great day to fly and practice my landings!

What a difference a week makes, last week too wet and windy this week hardly a cloud in the sky and only a light wind. So time to fly, but wait as I’m checking the aeroplane out ready for my lesson Alan arrives together with his wife and granddaughter and CAKE, lots of cake! Well those of you that read my blog may have noted the occasional reference to Alan and the lovely cakes and savouries he brings in, all freshly baked by his wife. Well today we had both quantity and quality, but the club house was full and it was unlikely there would be any left by the time we got back!

All the C42’s were out when I first arrived and Hazel was just getting her Thruster out in fact the hanger was looking decidedly empty, I have not seen it this empty since the summer. I went into the clubhouse and got the strobe out of my flight bag and showed Katie the capacitor that had blown. Shortly after Pat and Sheila arrival and then Mike returned in the training C42, I hooked up the Strobe to my test power supply and showed Pat it working, it was just the capacitor that had malfunctioned, the only issue I have now is putting it back together! I had ordered the correct size tubing online, but instead of sending me 57mm they sent me 60mm which was too big, I’m waiting for them to return my email on the matter, I will report back.

Hazel going off in her Thruster
The ad said 57mm not 60.001

I’m interested to find out if the strobe issue is a common fault, so if you have a self-contained strobe unit such as the Skyflash 2000 that is not working and would like to donate it to me, please send me a message via my contact page.

So to my lesson, my last flying blog was entitled “Going backwards in the circuit” and I was quite down beat about things, well like the weather things were a lot better today, my first two landings were quite good, even Mike said so, the third I came in a little hard and bounce so full power straight on and around we went. I noticed something different on this landing, on the first two landings I had ensured I changed my focus from the landing point to the end of the runway and told myself not to land, but to fly as far down the runway I could without landing which resulted in a good slow landing, this was not new Mike had told me this before but today it seemed to make more sense to me. On the bounce landing I noticed I kept my focus on the landing point, so the next time I made sure I changed my focus as I had the first two and again I landed quite well, the only real issue was still only using the left side of the runway! We didn’t get as many circuits in today as the parachute club are back from their Christmas break and they have priority.

When we returned to the clubhouse to our surprise there was some cake left, a great way to round of the days flying and today I actually feel like I made progress, but I have been here before, so yet again I will need to wait until my next lesson to see if it was progress or not!

This blog continues to get hits ranging from 50 to 105 per days and both my twitter and blog followers continue to build, now if only I could find a company who would like a low cost advert to help me offset my running cost that would be great too!

Lastly, but not least it remains for me to say thank you to all who have uploaded photos, many in response to my request for photos on the www.microlightforum.com which is a great place to hang out if you don’t already. However not all forums are as happy to help, Flyer’s forum www.flyer.co.uk  cancelled my post asking their members if they could help with “Disapproved” for the following reason “The reported message has the only purpose to advertise for a website or another product” I have emailed them back pointing out that my site is not a commercial venture or a rival to theirs and the link was direct to the upload page, I have asked them to reconsider, but to date no reply, oh well I guess not all forums are as self-assured as Microlightforum.com.

If you do have any pictures please help me grow the collection by uploading them here.

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Going backwards in the circuit

Another day in the circuit, I don’t mind spending week after week in the circuit especially when I feel like I’m progressing, but today is a day I would rather forget! Anything I could do wrong today I did, I was letting the nose drop in the turn and coming out 100ft lower then when I entered the turn, rolling out on the centre line from base leg to final would have been good, but no most of the time today I had to correct it. coming down to steep, coming down to shallow, too far to left  on the runway, not enough flare on landing, touching down with too much speed and so the list goes on…

To make matters worse I read 3 – 5 lessons are normally needed in the circuit, well I have done a lot more than that and today I seemed to be going backwards in abilities. Both the club instructors tell me this is normal and most, if not all need a lot more time in the circuit then I have read and they reassure me that I’m making progress. However as I write this I can’t see a time when I can consistently land and they are not optional! This is much more frustrating than I thought it would be as I know what to do and when my instructor says turn here, throttle off here, flaps down… it all seems to work fine and I land OK, so I can do it, I know what to do, I just can’t do it on my own, its total frustrating.

If anyone has got any tips I would be glad to hear them.

Does using a PC flight simulator help?

On a different note today was the first day that I flew the C42 as a share owner which made every heavy touch down even more painful, but at least my eBay purchased noise cancelling headset seems to work OK.

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e-Go reaches significant point in its funding

On the 11th December 2013 e-Go launched on www.SyndicateRoom.com to allow its many supporters and anyone else interested, the opportunity to become a shareholder and part of its exciting development journey.

They recently broke the £500,000 barrier, Malcolm Bird of e-Go told Clear Prop “we would like to raise £800k but can run a reasonable plan with £650k. The £500k is just a milestone towards our goal”. A number of news articles have incorrectly report that e-Go has met its target, while its true they have made great progress they are currently a little short, which is good news of anyone wanting to invest in this amazing aeroplane.

On SyndicateRoom.com e-Go state “e-Go aeroplanes is creating the striking, new, very lightweight e-Go aircraft. It will cost dramatically less to fly than traditional aircraft and is a design-led product for discerning pilots who relish new experiences. It uses novel technologies for performance yet achieves a low cost of development and operation by exploiting the newly deregulated environment in the UK. Interest in the product is high and we already have first deposits for aircraft which will be delivered in 2015.”

We hope they make it soon as we look forward to seeing the e-Go flying in the skies near us.

Pictures reproduced with the kind permission of e-Go Aeroplanes